Speed regulator for internal combustion engines



April 28 1942- GQW. BAIERLEIN 2,281,222

SPEED REGULATOR FOR INTERNAL COMBUSTION ENGINES ATTORNEY April 28, 1942.

G. w. BAIERLEIN SPEED REGULATOR FOR INTERNAL COMBUSTION ENGINES Filed Sept. 27, 1941' 3 Sheets-Sheet 2 l-IPILI ,ff ff ,fa f/ ATTORNEY April 28, 1942. G; w. BAiERLElN SPEED REGULATOR FOR INTERNAL COMBUSTION ENGINES Filed Sept. 27, 1941 3 Sheets-Sheet 3 ATTORNEY Patented Apr. 28, 1942 y SPEED REGULATOR FOR INTERNAL- COMBUSTION ENGINES George W. Baierlein, Springfield, Mass., assigner to American Bosch Corporation, Springeld, Mass., a. corporation of New York Application September 27, 1941, Serial No. 412,575

Claims.

This invention relates to speed regulators of the kind disclosed in Patent No. 2,259,693, wherein a governing mechanism controls the fuel oily gasoline or other suitable fluid to an associated internal combustion engine. adapted especially but not necessarily for automotive purposes.

One object of the invention is to provide a particular kind of spring bumper in speed regulators of this general type which may be readily adjusted to vary at will the idling characteristics of the engine and also 'which at a predetermined setting results in a more stable condition of operation of the engine at both high and low idling speeds.

Another object in speed regulators of this general type is to provide a centrifugal governing mechanism which is more stable and thus less apt to hunt throughout speed ranges predeter mined by manual or other adjustment.

Another object is to simplify the construction of such governing mechanism to render it more compact, sturdy and dependable, and to reduce its cost.

These and other objects will be apparent from the following description taken in connection with the accompanying drawings showing, as an example, a speed regulator for a Diesel engine comprising a centrifugal governing mechanism for controlling the fuel oil supplied by an injection pump of well known type.

Fig. 1 shows in central longitudinal elevation the speed regulator at rest with most of the parts in section; Fig. 2 is a section, partly in elevation, on line 2-2 of Fig. 1; Fig. 3 shows, partly in longitudinal section and partly in elevation, the position of parts of the governing mechanism at an intermediate speed; and Fig. 4 illustrates the fuel control fulcrum lever of the speed regulator in high and low idling speeds.

Referring to the drawings, the fuel injection pump I, which may be of the kind shown in Patent No. 1,944,858, has a fuel control rod 2, and a shaft extension 3 driven by an associated internal combustion engine of the Diesel type (not shown). The governing mechanism for the pump has a housing Vcomprising a gear cup 4, which is fastened at 5 to the pump, an end cover 6, which has its peripheral flange 'I fastened at 8 to the gear cup, and a top cover 9 which is fastened at I0 to the end cover, suitable gaskets being provided as shown to ensure tightness of the housing against leakage of lubricating oil. The top cover carries a lubricatingoil hole cover and breather II, while the end cover carries an end cap I2 fastened at I3, and

In the drawings,

abutment 34 of the spider,

a bearing bridge I4 fastened `at I5 to interior lugs. The end cover also carries an oil drain plug IB.

On the conical end of shaft extension 3 is fastened by nut I1 a hub I8 carrying the spring discs I9 held by nut I20 in resilient engagement with gear 2l. This gear is loose on the hub and is meshed with a pinion 22 fast on governor shaft 23, thus constituting with the spring .discs an overload friction clutch and a stepped-up drive between .the pump and governor shafts. The shaft 23 is mounted at its drive end in the ball bearing 24 which is carried by bridge I4 and at its other end in the ball bearing 25 which is carried .by end cap I 2.

Carried on the shaft 2.3 is centrifugal governor 2E (Figs. v1 and 3,) comprising a spider 2l which is fast with Athat shaft and on which the two weights .28 are pivoted on pins 29. Each weight has two fingers 39 and 3| arranged axially of pivot pin 29, the longer `nger pressing .at one side of the governor shaft 23 against the rotatable disc 32 of the thrust ball bearing 33, and the shorter linger being arranged to engage at the outermost position of the weight a limiting The weights are identical so that, in their opposite positions of mounting, the two lingers press against diametrically opposite points on the plate 32 without cocking or binding that plate. The nonrotatable bearing plate 3-5 of the thrust bearing is fast with the bushing 35 so that the thrust bearing 33 moves therewith -along .the shaft 2,3. To this bushing, which has an oil groove `313, is also fastened the .sleeve 31 which has a collar 3.9 forming a pocket at with the bushing 36 and which also has a peripheral .rim 4 I forming a recess at 42. The outer and inner helical springs 43 and 44 .are held concentri-cally around the shaft 23 by supporting one end of the former in recess 42 and the same end of the latter in pocket 4i), the other ends thereof being supported by the .spring seat 45, in the recess formed by the peripheral rim Vof the end cap :I2 and around the hub II'I of the spring seat, respectively. It will be noted that at rest (Fig. 1) the inner spring 44 does not press against the spring seat 45 until .after com-pression of the outer spring 43. Thus, during increasing speed of shaft 23 from rest, the outward movement of the gov ernor weights 28, and `thus the movement of the sleeve 3l to the left in Figs. l and 3, is first op posed by spring 43 and later by both springs 43 and 44.

The operating mechanism for moving the con trol rod 2 to the right in Fig. l to increase the fuel supply delivered by the pump, and to the left to reduce it, includes a forked fulcrum lever 48 which is pivoted near its upper end to the link 49 connected to the control rod 2 and which is fulcrumed below at the pivot pins 50 carried by the bracket The fulcrum lever is also pivoted on the pins 52 carried by the sleeve 31 so as to be tilted by the sleeve around the pins 50. The bracket 5I is loose on the bearing sleeves 53 which are pressed in the end cover 6, the outer end of one being covered by the closing plug 54 and the outer end of the other closed to the exterior of the housing by the oil seal 55. The operating lever shaft 56 is journaled in these bearings and has a serrated extension 51 for fastening thereon in angular adjusted position an operating lever 58 which may be turned manually or connected to an engine accelerator for manual or automatic control between extreme positions determined by the arm 59 pinned on the shaft 56 and the cooperative adjustable stops as screw 66. rI'he removable cover 6| gives access to this -adjustable limiting mechanism. The shaft 56 fis operatively connected to the bracket 5l by the double torsion spring 62 having its free ends bearing against opposite sides of both the bottom cross arm 63 of the bracket and the tongue 64 of plate 65. Since this plate is fastened to the hub 66 which is fastened at 61 to the shaft 56, there is thus formed a reversible spring drive connection between the operating lever shaft 56 and the bracket 5| for altering the position of the fulcrum point of lever 48. The upper end of that lever carries the torque control mechanism including the smoke control cam 68 which at full load cooperates with the adjustable stop plate 69 to provide a limited -amount of additional fuel upon overload of the engine. The structural features of this fulcrum lever, operating lever mechanism and torque control mechanism, and operation thereof, are generally disclosed in Patent No. 2,259,693.

The idling bumper arrangement comprises a fiat spring 18 fastened by screw 1| to the inside of the end cover 6 and having its end projecting into slot 12 to prevent turning. The other end of the spring is arranged to press the upper end of the fulcrum lever 48 in the idling positions thereof. The spring 16 is set in position by the adjusting screw 13 which is locked in position by lock nut 14 and covered by cap nut 15. It will be observed in Fig. 4 that with the fulcrum lever in high idling position as shown in full lines, or in low idling position as shown in broken lines, the spring contacts the fulcrum lever at substantially the same point.

The oil level for the governor casing is maintained below shaft 3. Oil is carried and thrown up by the gear 2| and pinion 22 onto the shelf 16 of the gear cup 4. From there it runs by gravity into the reservoir 11 where it accumulates behind the baffle 18 having the outlet 19. The spring 80 maintains the bore ofthe hollow pin 8l in regis-V try with this outlet 19 so that the oil iiows therethrough into the central bore 82 in shaft 23. From that bore it passes into the cross bore 83 and lubricates the outer surface of shaft 23 in contact with the inner surface of bushing 31. Also it flows through channels 84 to the pivot pins 29 of the governor weight 28. In this way the frictional surface of the governor 26 and bushing 36 are lubricated continuously during the operation of the governormechanism.

' It will be observed that the centrifugal governor 26, the thrust bearing 33, the bushing 36, the sleeve 31 with the fulcrum lever pivot pins 52 and the two springs 43 and 44 are mounted on the governor shaft and arranged concentrically of the axis thereof, and that the governor cams 30 press at diametrically opposite points on the rotatable disc 32 of the thrust bearing. As a result of this construction and arrangement, together with the non-rotatability of the sleeve, spring and other parts, the sleeve responds more sensitively and rapidly to angular movements of the governor weights 28 on the pivot pins 29 in accordance with changes of speed of the governor shaft, irrespective of the position of the fulcrum pivots and of the inclination of the fulcrum lever 48. In the absence, therefore, of all binding, cooking, sticking and unbalance in the parts of the governing mechanism, this mechanism is less apt to overthrow at either increasing or decreasing speed of shaft 23, and therefore is less apt to hunt at any position of the mechanism and at any load or speed in operation. The conditions are further improved by the self -lubricating arrangement of the governing mechanism herein disclosed. Furthermore, by the use of the fiat idling bumper spring 10 which may be cut oil and/or bent at the factory to suit individual cases, and which may be arranged to contact the fulcrum lever 48 at substantially the same point at both high and low idling speeds of the engine as shown in Fig. 4, stable and more sensitive and quicker responsing operating conditions are attained under all conditions. Tests in the laboratory and the field have borne out these state` ments. Furthermore, owing to thev simplified construction and reduced number of rotating parts in the governing mechanism, a more compact, sturdy and dependable speed regulator of this kind has resulted. t

While I have described but one vembodiment of my invention, it is to beunderstood that many variations in structure and operation are possible within the invention and are intended within the broad interpretation of the appended claims.

Having thus described my invention, what I claim is:

l. In a speed regulator for internal combustion engines, a shaft rotatable by the engine, a centrifugal governor driven by the shaft, a nonrotatable bushing mounted on the shaft for axial movements therealong, a sleeve non-rotatably mounted on the bushing and having a collar forming with the bushing an annular pocket around the shaft, an end cap having a bearing supporting one end of the shaft, a non-rotatable spring seat cooperative with the end cap to form a recess threwith, a thrust bearing mounted on the shaft and having its non-rotatable member fast with the bushing and its rotatable member engaged by the governor, a non-rotatable spring extending into said pocket and said recess and arranged to react against the sleeve and the spring seat.

and a pivoted fuel control lever acted upon by the,

collar.

2. In a speed regulator for internal combustion engines, a shaft rotatable by the engine, `a centrifugal governor driven by the shaft, a nonrotatable bushing mounted on the shaft for axial movements therealong, a sleeve which is nonrotatably mounted on the bushing and has a collar forming with the bushing an annular pocket around the shaft and which has a, peripheral rim forming a recess, an end cap having a bearing supporting one end of the shaft, a nonrotatable spring seat having a hub mounted 0n the shaft and also having a disc end portion, a thrust bearing mounted on the shaft and having its non-rotatable member fast with the bushing and its rotatable member engaged by the governor, eonoentrically arranged non-rotatable springs extending into said pocket and rim respectively and arranged to react against the sleeve and the disc end portion of the spring seat, and a pivoted fuel control lever acted upon by the collar.

3. In a speed regulator for internal combustion engines, a shaft rotatable by the engine, a centrifugal governor driven by the shaft, a nonrotatable bushing mounted on the shaft for axial movements therealong, a sleeve fast With the bushing and having a collar forming with the bushing an annular pocket around the shaft and also having a peripheral rim forming a recess, an end cap having a bearing supporting one end of the shaft, a non-rotatable spring seat havingr a hub mounted on th-e shaft and also having a disc end portion cooperative with the end cap to form a recess therewith, a spring which surrounds the shaft and extends into the recesses of the collar and spring seat, and another spring which surrounds the shaft inside of the first spring and which seats on said sleeve and hub, a fuel control lever pivoted to the collar of the sleeve, and an anti-friction thrust bearing having a bearing member fast With the bushing and sleeve and also having a rotatable member engaged by the governor to move the bushing and sleeve axially against the spring Without rotating any of them.

4. In a speed regulator for internal. combustion engines, a governor actuated by the engine, a fuel control lever which has a shiftable fulcrum near one end and which is tiltable by the governor about said fulcrurn at any position to which it may b-e shifted, a lever type of idling bumper spring arranged to contact the lever at various points near the other end thereof, and means for adjusting the angular position of the spring to that at Which it contacts the lever at substantially the same point at both low and high idling speeds of the engine. v

5. In a speed regulator for internal combustion engines, a governor actuated by the engine, a fuel control lever which has a shiftable fulcrum near one end and which is tiltable by the governor about said fulcrum at any position to which it may be shifted, a flat idling bumper spring Xed near one end and having its other end arranged to contact the lever at various points near the other end thereof, and a screw for adjusting the angular position of the spring to that at which it contacts the lever at substantially the same point at both low and high idling speeds of the engine.

GEORGE W. BAIERLEIN. 

